Carbureter.



UNITED STATES PATENT OFFICE,

LEVI S. GARDNER, OI" CEDAR GROVE, LOUISIANA.

GARBURETER.

'1 b all whom it may concern:

Be itknown that I, Lnvi S. Galois-En, a citizen of the United States, residing at Cedar Grove, parish of ('fatldo, State of Louisiana, have invented a certain-new and useful Improvement in Carburetors, and declare .the following to be a full, clear, and exact descri tion of the same, such as will enable othe skilled in the art to which it ertains'to make and use the same, reference ein bad to the accompanying drawings, whic form a part of this specification.

M invention has for its object to produce an e ,Gient and reliable carbureter consisting oi but a few simple parts.

Viewedinone of its aspects, my invention may be regarded as having for itsobj'ect the production. of a; carburetor adapted, without the use of moving'par'ts, to maintain the most advantageous pro Jortions between air and fuel at all speeds'o the engine to which the carburetor is connected.

The various features of; novelty whereby my invention is characterized will herein after he minted out with. pjarticularity in the claims; at for a full understanding of my invention and of its objects and advantages, reference may be had to "the following detailed description taken in connection with the accompanying drawing, wherein:

Figure. 1 1s a central vertical section through a carbureter arranged in accordonce Withpne form of my invention;

. Fig. 2 isa section corresponding to Fig. 1, illustrating only a portion of the carburetor, slightly modified; and

Fi 3 is a central vertical section through clear ureter arranged inaccordance with a still further form of-my-invention.

The principal problem to be sol veil by carbureters is the maintenance of the proper proportions between the-fuel and the. air at 'all speedsof the engine. At low speeds a richer mixture is required than at higher speeds. In the most common type of car bnreteir the dilution of the mixture'at the higher speeds is obtained by opening an auxiliary air passage which permits air to enter the mixture at-a, point botweci'i the fuel nozpzle and the engine. This construction involves theuse of m'ovablevalvcs and springs and, because cxtremely'accurate ainl delicate adjustmontsarc t seutial, itis almost im possibleto obtain i-huform results. In ms cot'dance with my intention Tsccure the Specification of Letters Patent.

' voir. reservoir '15 closed by a plu L ll.

Patented Apr. 3, 1917.

Application filed September 4, 1914. Serial Ito. 860,186.

necessary dilut. on of the mixture automatically as the speed increases and without using any mov ng or movable parts subject to wear or to it accurate adjust m-nts.

Referring first to Fig. of the drawing, 1 represents a ;.ubular member constituting the body of the carliuretcr, the nicmbeii being open at both ends. Surroundiirg the member 1 is a suitable fuel reservoir consisting of a flange, 2, formed integral with the member 1 and constituting the top of the reservoir, togetier-with a cup-shaped memher, 3, arrange'l beneath the fiangc 2 and suitably secured in place upon the member 1 with its mouth closed by the flange. The

' The member 1 is preferably, though not" nary Venturi tubev On one side or the member 1 at a point just above the bottom of the reservoir is an out 'wartlly-projecti'ig boss, 7, through which .is bored 21 hole,"8, large enough to receive the necessarily, made in the shape of an ordi- 0nd of an L-sl'iaped pipe, ll. The lower endi of the pipe 9 fits into the hole 8 while the upper portion lies within the. member 1 and has its outlet end terminating in the vicinity of the harm \vcstportion of the passage through the body member. A small hole. 10, is bored through the boss 7 in a position to place the lower end oi the tlllic in communication with til 0 interior of the fuel I'Qsll. The end of the hole 8 within the fuel Up to this point the construction described is simply' typical of (au'hurrtcrs in general except that the tubularmember fl is larger in diameter, particularly at the outlet. end. than the usual nipple or nozzle In order to pr )vidu tor the automatic dilution of the charge I vmplov' an air. tube, 12, slightly smaller in external diainetcrthau the interior dia nctcr of the tube. 5) so that i when the tube 12 is inserted into the outlet from the reservoir into secured in an opening p assin through the wall of the body member 1 of t 1e carbureter; the outer end of the tube being open so as to place the interior thereof in direct communication with the atmosphere. The lower end of the tube 12 within the tube 9 and below the normal liquid level, 15, in the tube 9. In the arrangement shown, the perforating is accomplished by forming in the lower end of the tube 12 a series of small holes, 14, distributed one above the other.

The operation is as follows: The fuel res ervoir and the tube 9 being filled with liquid fuel to the level indicated by the dotted line 15 which is just below the top of the tube 9; then when the engine starts, the inrushing air through the main air passage in the carbureter draws the liquid fuel out through the annular discharge passage between the upper end of the tube 9 and the tube 12. just as is done in the ordinary carbureter. The area of the supply port 10 is sufficient to permit the fuel to flow from the reservoir to the tube 9 at the proper rate to maintain approximately the normal liquid level in the tube 9 at low speeds. The effective discharge outlet from the tube 9 is greater in area than the supply port 10 so that as the speed of the englne'and thesuction in the carburetor increase, the liquid will be drawn out of the tube 9 faster than it is supplied thereto until either the liquid level in the tube drops to the highest point of perforation in the tube 12 or a brei ring up of the stream of liquid flowing through the annular passage takes pla'ceandserves to uncover the highest point of pfiforation in the tube 12. As soon as this occurs, air begins to flow down through the tube 12 and is discharged into the tube 9 where it mixes with the liquid which is being drawn from the latter tube and serves to dilute the same so that, instead of having simply a stream of liquid fuel drawn out of the upper end of the tube 9' by'the suction of the engine, there is obtained a. mixture of air and fuel. In other words, the air for diluting the charge is introduced into the fuel before the latter is drawn out of what" corresponds to the nozzle or nipple in the ordi- -nary carbureter instead of being introduced into the main chargeat a point between the nozzle or nipple and the engine as in the old form of carbureters. In other words, the auxiliary air is introduced into what may be termed a column or stream of fuel. flowing the main air passage in the carburetor. As the suction of the en gine increases still further additional air ports in the tube 12 are uncovered so that the amount of air. mixed with the fuel in the tube 9 is increased. It will therefore be seen that the liquid fuelin the tube 9 serves as a valve to control the-admission of auxilieary air, stopping the flow'of auxiliary air at is perforated at points l tube 9 through the sire to be limited low speeds and permittingigradually increased amounts of air to be drawn in as the speed of the engine increases.

Fig. 2 illustrates the same carbureter as Fig, l with the addition of a needle valve, 16, for varying the size of the port 10.

In Fig. 3 I have illustrated an arran ement in which the tube 17, corresponding to the tube 1.2 lies wholly within the main 'air passage in the carbureter and opens at its upper end into this passage,- while the lower end, within the tube 9, has a restricted port, 18, therein. In this arrangement air'or a combustible mixture may flowinto the tube 17. This arrangement permits a modified action to be obtained. Thus the tube 17 may be made long enough to extend into proximity to the usual butterfly throttle valve 19, the upper end be. ing preferably bent laterally so as to bring the open end of the tube just below the extreme edge of the throttle valve at one end of a radius extending at right angles to the axis of rotation of the valve. This arran ment permits the throttle valve to control t e upper end. of the tube 17; but, the principal result obtained is that as the throttle valve is opened slightly the air or mixture of air and fuel passes the upper end of the tube 17, at a high velocity and therefore fuel will be drawnout of the upper end of the tube 9 and also out of the upper end of the tube 17. Asthe speed of the engine is increased or, in other words, as-the throttle valve is opened more widely, the effect of the air or charge tube 17 is rapidly diminished, while the ef feet at the discharge end of the tube 9 is increased. The result is that the tube 17 no longer acts as a conduit for combustible but, actually allows air to flow downthrough the tube 17 being, however, carb i meted air instead of plain atmospheric a r,

\Vhile I have illustrated and described with particularity only a few forms of my invention, it will of course be understood that the principle of my invention may be embodied in a great many different mechanical constructions and I therefore do not dcto the structural details illustrated and described; but intend to cover all forms and arrangements which come within the terms employed in the defi: nitions of my invention constituting the appended'hlaims.

.I claim: v I

1. In a carburet'er, a' body member in the form of a Venturi tube, a constant level resbody member, having one arm lying at t an Lshaped delivery tube traveling past the upper end of the e axis of the body 130,

the'eont may";

and termineting in the vicinity of meted neck thereof and havin its other um extending laterally to the si e of he b i 5 said reservoir, 1 diameter than the delivery tube,

theletter tube 10' 2. In a earbureter, a body member in the into surrounding the lower miiinber an" L-sha lofleaniilying attfi member and eommunicati 'withand an air tube, emu ler in interior diameter of. said extending at its lower end and having its upper end a Venturi tube, a" eonstant level res-- delivery .e-nis of the body and terminating in the vicinity of raeted neck thereof and having its other arm extending laterally to the side of the bodymember and communicating with said reservoir, and an L shaped air tube,

smaller in diameter than the delivery tube, having one arm projecting into the upper end of said delivery tube and havin its other arm extending laterally to the si e of the body member anon communicating with e the outside atmospher r In testimonyrwghereof, I sign this sped-n fiQeQQnfiiiQthePr-wenca of two witn.

- ma ns; GARDNER.

Witnesses:

WM. F. Flmummnmon, RUTH E. Zm'renvAm 

